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(No Model.) 2 Shts-Sheet 1.

W. H. OGONNOR. FLUID PRESSURE BRAKE.

,678. Patented Nov. '3, 1896.

WITNEEEEE INK/ENTER: k

UNITED STATES PATENT OFFICE.

IVILIJIAH H.- OOONNOR, OF PROVIDENCE, RI'IODE ISLAND.

FLUID-PRESSURE BRAKE.

SPECIFICATION forming part of Letters Patent No. 570,678, dated November 3, 1896.

Application fil d May 20,1896- Serial No. 592,256. (No model.)

To all whom it may concern:

Be it known that LWILLIAM H. OCoNNoR, of Providence, in the county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Fluid- Pressure Brakes and I hereby declare that the following is a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming part of this specification.

This invention has reference to improvements in fluid-pressure brakes, and relates particularly to the controlling thereof in their operation.

The object of the invention is to so construct a fluid-pressure brake that it will be completely under the control of its operator.

Another object of the invention is to more perfectly balance the pressure of the fluid.

The invention consists in the combination, with a fluid-pressure-brake system, including an auxiliary reservoir, a brake-operating valve, and a train-pipe, with its usual valves, of a controlling-valve connected with the escape of the operating-valve and governed in its action by the preponderance of pressure in the reservoir or in the train-pipe, said controlling-valve comprising a valve mechanism and a supplemental reservoir of larger area than the valve-diaphragm.

The invention also consists in the peculiar construction of the controlling-valve.

The invention still further consists in such other novel features of construction and combination of parts whereby the objects of the invention are attained, as will hereinafter be more fully described, and pointed out in the claims.

Figure 1 represents a plan of awell-known fluid-pressure-brake system, showing the controlling device connected therewith. Fig. 2-

represents a sectional View of the controllingvalve on enlarged scale.

Similar numbers of reference designate cor responding parts throughout.

In the well-known fluid-pressure systems for railway-cars it is customary to operate the brake by first reducing the pressure of the fluid in the train-pipes, this reduction of pressure relieving the operating-valve, and, through the action of the same, allowing mechanism to be brought into operation for applying the brakes to the wheels, as will be fully understood by reference to United States Letters Patent No. 360,07 0, granted to George Westinghouse, Jr. March 29,1887 ,and other patents granted to the same inventor.

In carrying my invention into practice it has been my desire to so construct a fluidpressure brake that the reduction or increase of pressure in the train-pipes may be gradual, and that the setting or releasing of the brakes may be efiected without jar and under the perfect control of the operator.

In the drawings, 5 indicates the auxiliary reservoir in which fluid is stored under pressure.

6 is the brake-cylinder of the usual construction and connected with the operatingvalve '7, which in this case is the wellknown triple valve.

8 is the train-pipe, furnished with the ordinary couplings, valves, drains, and other connections, the valves for reducing the pressure in this pipe being located conveniently to the.

operator.

The reservoir 5 is connected with the operating-valve '7 by the pipe 9, and the trainpipe 8 is connected with this operating-valve by the pipe 10, which is in effect an extension of the train-pipe.

The supplemental reservoir 11 is of substantial construction, having the axial post 12, the securing-flange 13, the outlet 14, furnished with the collar 15,'and the inlet 16, in the collar of which is mounted the checkvalve casing 17, the valve 18 of which is adapted to allow the ready entrance of fluid from the pipe 19, connected with the reservoir 5 to the reservoir 11, while preventing the escape of the fluid therefrom.

Secured to the collar 15is the annular member 20, the bore of which converges toward the lower portion, so that the opening in the lower face is approximately one-half the area of the opening in the upper face. Through the walls of this member are formed the perforations 21 21. The valve-chamber 22 is secured to the member 20, having an opening in its upper surface corresponding to the opening in the lower surface of saidmember. Its partition 23 has an axial perforation furnished with a valve-seat 2+1. At one side of this valve-chamber is the inlet 25, connected by the pipe 26 with the exhaust of the operating-valve 7, the depending flange 270i the valve-chamber having the openings 28 28. Secured to the flange 27 is the diaphragmchamber 29, having an inner cross-sectional area equal to the area of the opening 14 and that in the upper-surface of the member 20.

This chamber 29 has the inlet 30, connected by the pipe 31 with the brake-pipe 10. Axially secured within the chamber isthe bearing 32, which supports the coiled spring 33.

The valve-spindle 34 is reciprocal in the bearing 32 and a bear-ingi-n the post 12-of the reservoir 11. Intermediateof its length is the valve 35, contained within the valve-chamber 22, and adapted to close the opening within the seat 24 when seated thereon. At the upper portion of the spindle is the stop-nut 36, adjustable on the spindle and adapted to bear against the end of thepost 12 to limit the upward movement of the spindle. Below this nut is'the plate 37 and the block 38, between which the diaphragm 39 is secured, its outer edges being secured between the flange 15 and the upper portion of the member 20.

Between the lower "portion of the block 38 and the upper surfaceo'f the valve 35 is secured the diaphragm 40, the outer edges of which are secured between the member and the valve-chamber 22. Below the valve is an enlargement 41 on the spindle, and against this the plates 42 and 43, with diaphragm 44, aresecured by the nut 45,screwing onto the spindle and bearing on the spring 33, the outer edges of the diaphragm 44being secured between the valve-chamber flange 27 a-ndthe chamber.

The member 20, the valve-chamber 22, and the diaphragm-chamber 29 are secured together by bolts, the nuts 46 46 of two of which are shown.

When the pressure of .fluid is reduced in the train-pipe '8 by opening a valveor otherwise, the pressure is also reduced in the chamber 29, this chamber being in direct connection with said pipe, the maximum pressure in the supplemental reservoir 11 bearing on the-diaphragm 39 willimove the spindle 34 and the valve 35 thereon toward the valve-seat 24,

the entire closing of which would prevent the exit of the exhaust from the operating-valve passing through the opening in the partition 23 and through the perforations 28. On the other hand, the increaseof pressure from the storage-reservoir in the train-pipes will raise the pressure in the chamber 29, and this bearing on the diaphragm 44 will cause the reciprocation of the valve-spindle 39 to move the valve 35 from its seat. Thediaphragms 39 and 44, being of much greater area than that marked 40, will operate the spindle' readily in-either direction against the pressure or vacuum which can afiect the same.

Having thus described my invention,I claim as new and desire to secure by Letters Patent 1. In a fluid-pressure brake, the combination with the auxiliary reservoir, the operating-valve, and the train-pipes, of a supplemental reservoir connected with the auxiliary reservoir to receive fluid under pressure therefrom, a valve-chamber mounted adjacent to said supplemental reservoir, .a valvespindle working through this chamber and having diaphragms.securedabove and below the valve, suitably inclosed and secured, the upper diaphragm being subjectedtothepressure of the fluidin the reservoir and the lower diaphragm to the pressure of the fluid in .the train-pipe.

2. The combination with the reservoir .11 having the vpost 12, the opening 14, thein'let 16 and the flange 15, the valve-casing 17iurnished with the valve .18 secured in the inlet, the member 20 having the =perforations21, the valve-chamber 22 having the partition 23 with the valve-seat 24, the inlet25 andperforated flange 27, the chamber 29 having thefinlet 30 all secured together and to the .flange 15 by bolts, the bearing 32 in the chamber '29, the spring 33 embracing this healing, the valvespindle 34 reciprocal in said bearing, and a bearing in the post .12 having the valve 35, suitable spacing blocks and plates and the nuts 36 and 45,.and the diaphragms 39, 40

and 44 mounted on said-spindle .and secured at their centers and edges,:as.and for the purpose described.

In witness whereof .I .have hereunto setmy hand.

WILLIAM H. 'OOONNOR. \Vitnesses:

M. F. BLIGH, JOSEPH A. MILLER, Jr. 

